EP3774465B1 - Module de contrôle électro-pneumatique de frein pourvue d'une ligne redondante d'alimentation en pression - Google Patents

Module de contrôle électro-pneumatique de frein pourvue d'une ligne redondante d'alimentation en pression Download PDF

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Publication number
EP3774465B1
EP3774465B1 EP19715844.7A EP19715844A EP3774465B1 EP 3774465 B1 EP3774465 B1 EP 3774465B1 EP 19715844 A EP19715844 A EP 19715844A EP 3774465 B1 EP3774465 B1 EP 3774465B1
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EP
European Patent Office
Prior art keywords
valve
port
pressure
redundancy
outlet
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Active
Application number
EP19715844.7A
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German (de)
English (en)
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EP3774465A1 (fr
Inventor
Julian van Thiel
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ZF CV Systems Europe BV
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ZF CV Systems Europe BV
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Publication of EP3774465A1 publication Critical patent/EP3774465A1/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
    • B60T13/683—Electrical control in fluid-pressure brake systems by electrically-controlled valves in pneumatic systems or parts thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/24—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being gaseous
    • B60T13/26—Compressed-air systems
    • B60T13/266—Systems with both direct and indirect application, e.g. in railway vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T15/00—Construction arrangement, or operation of valves incorporated in power brake systems and not covered by groups B60T11/00 or B60T13/00
    • B60T15/02—Application and release valves
    • B60T15/025—Electrically controlled valves
    • B60T15/027—Electrically controlled valves in pneumatic systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T15/00—Construction arrangement, or operation of valves incorporated in power brake systems and not covered by groups B60T11/00 or B60T13/00
    • B60T15/02—Application and release valves
    • B60T15/04—Driver's valves
    • B60T15/043—Driver's valves controlling service pressure brakes
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D15/00—Control of mechanical force or stress; Control of mechanical pressure
    • G05D15/01—Control of mechanical force or stress; Control of mechanical pressure characterised by the use of electric means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/40—Failsafe aspects of brake control systems
    • B60T2270/402—Back-up
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/40—Failsafe aspects of brake control systems
    • B60T2270/413—Plausibility monitoring, cross check, redundancy

Definitions

  • the invention relates to an electropneumatic brake control module for commercial vehicles with a supply connection for connecting a compressed air supply, a first axle channel connection, a pneumatically controlled inlet/outlet valve unit for modulating a first brake pressure at the first axle duct connection, and an electropneumatic pilot control unit for modulating at least one first control pressure at the Inlet-outlet valve unit.
  • the invention also relates to a vehicle with such an electropneumatic brake control module.
  • Electropneumatic brake control modules of the type mentioned above are used in pneumatic brake systems for motor vehicles, in particular commercial vehicles.
  • Pneumatic braking systems for motor vehicles usually have a pneumatically actuable wheel brake for each wheel of the motor vehicle, the pneumatic operating medium, in particular compressed air, being provided for the wheel brakes in a pressure reservoir under static pressure.
  • the brake systems have a brake signal transmitter, which is coupled to the movement of a brake pedal that can be actuated by the driver of the motor vehicle and generates a brake request signal when the brake pedal is actuated.
  • a setpoint braking pressure is set at the wheel brakes as a function of the braking request signal.
  • the brake signal generator can also work purely electronically, so that a brake request signal is output in particular from a central control module or the like.
  • the electro-pneumatic brake control module of the present invention is used in particular to receive a brake request signal and then to output a corresponding first brake pressure at the first axle channel connection.
  • the first axle channel connection is provided for a front axle, for example.
  • the output first brake pressure can then either be output for both the left and the right wheel brake, or it can be further modulated.
  • the electropneumatic brake control module of the present invention is therefore also referred to as an axle modulator, since it serves to output a (global) brake request signal for one of the front and rear axles or several axles separately and preferably in a modulated manner.
  • An electro-pneumatic brake control module of the type mentioned above is off DE 10 2014 006 614 A1 known to the applicant here.
  • a pneumatic brake device for motor vehicles containing a brake signal transmitter, a pressure storage tank and a pneumatically actuatable wheel brake per wheel and at least one axle of the motor vehicle with one electrically controllable wheel brake module per wheel for setting a target brake pressure on the respective wheel brake, and with an electronic Control unit for determining default values for the setpoint brake pressures of the wheel brakes, taking into account the brake signal generator, which can be specified for the wheel brake modules.
  • Each wheel brake module includes: at least one ventilation valve and one ventilation valve, electrically actuable activation means for activating the ventilation valve and/or the ventilation valve, control logic with means for generating an actuating signal for the activation means corresponding to the default value for the setpoint brake pressure.
  • the ventilation valve and its activation means are designed in such a way that the pneumatic pressure from the storage pressure reservoir can be controlled directly to the respective wheel brakes when the ventilation valve is actuated and/or the ventilation valve vents the brake pressure at the wheel brake directly to the atmosphere when it is actuated.
  • the wheel brake module includes a pneumatically actuable 2/2-way valve as the ventilation and venting valve. There is no relay valve connected between a supply connection and the corresponding connection for the wheel brake.
  • the electrically actuable activation means are designed as an electro-pneumatic pilot control unit, which controls a corresponding control pressure for the 2/2-way valves that form the ventilation valve and the vent valve.
  • a method for operating a braking system for a vehicle having an electronic actuating device for modulating a braking pressure for a brake of the vehicle in a normal operating mode and a pneumatic actuating device for modulating the braking pressure in a backup operating mode.
  • the method includes a step of classifying an error signal indicating an error in the electronic actuating device.
  • the object mentioned at the outset is achieved in that the electropneumatic brake control module has a redundant pressure connection for receiving a redundant pressure and a redundant valve unit connected to the redundant pressure connection for modulating a redundant brake pressure at the first axle channel connection, in the event that the electropneumatic pilot control unit has an error.
  • the redundant pressure is preferably provided by a brake pedal. This means that in the event of a fault, a vehicle driver can generate a manually controlled redundant pressure by actuating the brake pedal, which is then made available at the redundant pressure connection. According to the invention, this redundant pressure is then used to replace the first brake pressure, in that a redundant brake pressure is then modulated at the first axle channel connection.
  • the failure of one or more valves of the electropneumatic pilot control unit the failure of an electronic control unit that provides actuating signals for the electropneumatic pilot control unit, the failure of a central control module or the like is regarded as a fault in the electropneumatic pilot control unit. All of these cases have in common that an electronic brake request signal cannot be generated, cannot be processed, or cannot be processed correctly. In this case, the first brake pressure is then replaced by the redundant brake pressure.
  • the safety of the electropneumatic brake control module can be improved. Even in the event that an electronic component does not function or does not function correctly, it is still possible to brake a vehicle safely by processing the redundant pressure, which is controlled in particular by means of the brake pedal, in order to output the redundant brake pressure.
  • the first brake pressure can be controlled through the inlet-outlet valve unit from the supply connection to the first axle channel connection directly and without boosting, i.e. without boosting the amount of air or the air pressure by means of a relay valve, in particular a pneumatic one.
  • the inlet-outlet valve unit preferably has no relay valve.
  • the redundant valve unit is connected to the inlet/outlet valve unit in such a way that the redundant brake pressure can be controlled via a first outlet line to vent the first axle channel connection in the event of a fault in the pilot control unit at the first axle channel connection.
  • this makes it possible to use fewer pneumatic lines, since the first outlet line, which is present in any case, is necessary in order to vent the first axle channel connection.
  • the inlet/outlet valve unit is switched in such a way that the first axle channel connection is or is vented, i.e. is not or is not vented.
  • the first outlet line which is then open in this case of error, is advantageously used for the control of the redundant brake pressure in order to modulate the redundant brake pressure at the first axle channel connection.
  • the inlet-outlet valve unit has a first pneumatically switchable 2/2-way inlet valve and a first pneumatically switchable 2/2-way outlet valve, the first pneumatically switchable 2/2-way inlet valve having the first Control pressure and the first pneumatically switchable 2/2-way outlet valve a second control pressure the pilot control unit receives.
  • the pilot control unit provides both the first control pressure and the second control pressure.
  • the first control pressure is used to switch the first 2/2-way inlet valve and the second control pressure is used to switch the first 2/2-way outlet valve.
  • the first 2/2-way inlet valve is preferably closed without pressure and the first 2/2-way outlet valve is open without pressure.
  • the first pneumatically switchable 2/2-way inlet valve has a first inlet valve connection connected to the supply connection, a second inlet valve connection connected to the first axle channel connection, and a first inlet valve control connection for receiving the first control pressure.
  • the first pneumatically switchable 2/2-way outlet valve preferably has a first outlet valve port connected or connectable to a vent, a second outlet valve port connected to the first axle channel port, and a first outlet valve control port for receiving the second control pressure.
  • the term "connectable” means that one or more further valves can be connected between the first outlet valve connection and the vent, so that when all of these valves are open or the connection of the corresponding valve connections is switched through, the first outlet valve connection is connected is connected to the vent in a pressure-conducting manner.
  • the first axle channel connection can be vented via the first outlet valve connection.
  • the redundancy valve unit has a redundancy valve.
  • the redundancy valve has a first redundancy valve port connected to the redundancy pressure port, and a second redundancy valve port that can be connected to the first axis channel port and a third redundancy valve port connected to a vent.
  • connectable means that one or more additional valves can be connected between the second redundancy valve connection and the first axis channel connection, so that when all of these valves are open or the connection of the corresponding valve connections is switched through, the second redundancy valve connection is also connected is connected to the first axle channel connection in a pressure-conducting manner.
  • the redundancy valve is preferably designed as a 3/2-way valve and switched in such a way that in a first currentless switching position the first redundancy valve connection is connected to the second redundancy valve connection and in a second energized switching position the third redundancy valve connection is connected to the second redundancy valve connection.
  • the redundancy pressure from the first redundancy valve port can be controlled through the redundancy valve and made available at the second redundancy valve port, while the redundancy pressure is blocked when the redundancy valve is energized.
  • the redundancy valve is then de-energized or has already been switched off by the error, so that the redundancy pressure can be controlled.
  • the second redundancy valve connection can be connected to the first axle channel connection, so that in this case the redundancy pressure can be modulated as redundant brake pressure at the first axle channel connection, boosted or unboosted.
  • the redundant valve unit has a shuttle valve and the redundant brake pressure can be introduced into the first outlet line via the shuttle valve. This prevents pressure from being or being able to be controlled back to the redundancy connection when the first axle channel connection is vented. In this way, the redundancy pressure can also be easily introduced into the first outlet line and still used at the same time to vent the first axle channel connection if the first axle channel connection is to be vented again to release wheel brakes in the case of redundant braking.
  • the redundancy valve unit has a relay valve for boosting the air volume or air quantity of the redundancy pressure.
  • a relay valve for boosting the air volume or air quantity of the redundancy pressure.
  • the first axle channel connection is used to initially provide a pressure to a further module, it may be sufficient for the pressure there to be increased in volume at this further module and passed to the wheel brakes.
  • the electropneumatic brake control module itself has a relay valve for the redundant pressure.
  • such a relay valve can be designed to be simple and small, since it does not have to be designed for continuous operation.
  • the sole purpose of the relay valve is to boost the redundancy pressure or the air volume and/or the air volume of the redundancy pressure, which is only used in the event of a fault. It is therefore possible to design the electropneumatic brake control module in a space-saving and cost-saving manner, although it has a relay valve in this embodiment.
  • the relay valve preferably has a relay valve supply port connected to the supply port, a relay valve vent port connected to a vent, a relay valve working port for modulating the redundant brake pressure into the first outlet line, and a relay valve control port connected or connectable to the redundant pressure port.
  • the relay valve thus receives the redundancy pressure output at the redundancy pressure connection as the control pressure, which can correspond, for example, to a manually generated pressure from a brake pedal. If this pressure is not present or is locked out, the relay valve is consequently in a venting position, since no control pressure or a control pressure with the value of the ambient pressure is present; the relay valve working port is exhausted in this position. This means that the relay valve can also be used to vent the first outlet line and thus to vent the first axle channel connection.
  • a pressure is controlled via the relay valve working connection, which can then be controlled as redundant brake pressure via the first outlet line to the first axle channel connection.
  • the relay valve working connection is connected to the first outlet valve connection.
  • the relay valve working port is directly connected to the first outlet valve port, for example via a pneumatic line.
  • the first axle channel connection can be vented via the first vent line, the first 2/2-way outlet valve and the relay valve. In the event of a fault, the first axle channel connection can then be ventilated via the relay valve, the first 2/2-way outlet valve, the first outlet line, and a corresponding redundant brake pressure can be controlled.
  • the relay valve control port is connected to the second redundancy valve port.
  • a pneumatic line in particular a pneumatic control line, is preferably provided between these in turn. If the redundancy valve is then in the de-energized first switch position, the redundancy pressure can be controlled directly via this at the relay valve control connection, in order to control the redundant brake pressure at the first axle channel connection.
  • the shuttle valve has a first shuttle valve port connected or connectable to the redundancy pressure port, a second shuttle valve port connected to a vent and a third shuttle valve port connected or connectable to the first outlet line and alternately the third shuttle valve port with either the first shuttle valve port or connects to the second shuttle valve port.
  • the shuttle valve is preferably designed as a quick-release valve, so that the third shuttle valve port is preferably connected to the second shuttle valve port is and is controlled to the first shuttle valve port only when there is a pressure difference between the first shuttle valve port and the third shuttle valve port.
  • the second shuttle valve connection is connected to the vent, so that the ambient pressure is permanently applied to it.
  • the second shuttle valve port is only closed when a pressure is present at the first shuttle valve port, such as the redundancy pressure in particular. Otherwise, the second shuttle port is permanently connected to the third shuttle port so that the third shuttle port can be vented through the second shuttle port.
  • the first shuttle valve port is connected to the second redundancy valve port.
  • the redundancy pressure is thus controlled directly at the first shuttle valve connection. This can then be controlled through when it is applied to the third shuttle valve connection.
  • the first shuttle valve port is connected to the relay valve working port. That is, the pressure output from the relay valve work port is then routed through the shuttle valve, namely through the first shuttle valve port and then output to the third shuttle valve port.
  • the second shuttle valve connection is preferably connected directly to a vent. In this variant, it is then not necessary to use the relay valve for venting the first axle channel connection as well; rather, this can be vented directly via the third shuttle valve connector and the second shuttle valve connector. A direct ventilation path is thus created.
  • the electropneumatic brake control module is provided to output brake pressures for two axles and accordingly has a second axle channel connection.
  • the inlet/outlet valve unit is then designed to modulate a second brake pressure at the second axle channel connection.
  • the first axle channel connection can be provided for the front axle, for example, and the second axle channel connection for the rear axle. Provision could also be made for the first axle channel connection to be provided for a left wheel and the second axle channel connection for a right wheel.
  • this embodiment provides that the electropneumatic pilot control unit is designed to provide at least a third control pressure at the inlet/outlet valve unit, and the redundancy valve unit is designed to control the redundant brake pressure at the second axle channel connection in the event that the electropneumatic Pilot control unit has a fault.
  • the redundant pressure is not only modulated as redundant brake pressure at the first axle channel connection, but also as redundant brake pressure at the second axle channel connection. In this case of error, the same brake pressure is consequently modulated at both axle channel connections, both the first and the second axle channel connection. Provision can also be made for this redundant brake pressure to be further modulated if the pilot control unit has not failed completely but only partially, for example through the use of additional valves and/or select-low valves.
  • the redundant valve unit is connected to the inlet/outlet valve unit in such a way that the redundant brake pressure can be controlled via a second outlet line for venting the second axle channel connection at the second axle channel connection in the event of a fault in the pilot control unit.
  • This principle is implemented according to the first axle channel connection, and both the first axle channel connection and the second axle channel connection can be pressurized via their respective first and second outlet lines in the event of a fault in order to control the redundant brake pressure.
  • the inlet-outlet valve unit preferably has a second pneumatically switchable 2/2-way inlet valve and a second pneumatically switchable 2/2-way outlet valve for the second axle channel connection, the second pneumatically switchable 2/2-way -Inlet valve the third control pressure and the second pneumatically switchable 2/2-way outlet valve receives a fourth control pressure from the pilot control unit.
  • the second 2/2-way inlet valve is preferably closed without pressure and the second 2/2-way outlet valve is open without pressure.
  • the second 2/2-way inlet valve can be designed according to the first 2/2-way inlet valve and the second 2/2-way outlet valve can be designed according to the first 2/2-way outlet valve.
  • the second pneumatically switchable 2/2-way inlet valve has a third inlet valve port connected to the supply port, a fourth inlet valve port connected to the second axle channel port, and a second inlet valve control port for receiving the third control pressure.
  • the second pneumatically switchable 2/2-way outlet valve preferably has a third outlet valve port connected or connectable to a vent and a fourth outlet valve port connected to the second axle channel port and a second outlet valve control port for receiving the fourth control pressure.
  • the second redundancy valve connection can preferably also be connected to the second axle channel connection.
  • the second redundancy valve connection via which the redundancy pressure can be forwarded, can therefore preferably be connected both to the first axle channel connection and to the second axle channel connection, in order to control the redundant brake pressure at both the first axle channel connection and the second axle channel connection.
  • the redundant brake pressure can be introduced into the second outlet line via the shuttle valve.
  • the redundant brake pressure can be controlled not only into the first outlet line but also into the second outlet line via the relay valve working connection.
  • the relay valve working connection is particularly and preferred connected to the third exhaust valve port. The relay valve working connection is therefore connected to both the first outlet valve connection and the third outlet valve connection, which can be implemented via a branch line.
  • An electropneumatic brake control module 1 has a supply connection 2 and a first axle channel connection 4 .
  • a compressed air supply 3 can be connected to the supply connection 2 so that a supply pressure PV is provided.
  • a first brake pressure PB1 is controlled at the first axle channel connection 4 and can then be output directly or further modulated to one, two or more wheel brakes of a first axle.
  • the first brake pressure PB1 is output via the first axle channel connection 4 to the front axle.
  • the electropneumatic brake control module 1 is designed as a so-called axle modulator and is used to receive a brake request signal SB, which is tapped electronically in particular by a brake signal generator or is output by a central unit, for example a unit for autonomous driving or the like. This brake request signal SB is processed by the electropneumatic brake control module 1 and the first brake pressure PB1 at the first axle channel connection 4 is controlled in a corresponding manner.
  • the electropneumatic brake control module 1 also has a redundant pressure connection 6, at which a redundant pressure PR can be controlled.
  • the redundancy pressure PR is generated manually in particular via a brake pedal, so that in one de-energized state, for example if a central module fails, a brake request signal can then be output to the electropneumatic brake control module 1 in the form of the redundancy pressure PR.
  • the electropneumatic brake control module 1 has an electropneumatic pilot control unit 8 and a pneumatically controlled inlet/outlet valve unit 10 for processing the input signals, such as the brake request signal SB and the redundancy pressure PR.
  • the electropneumatic brake control module 1 also has a redundancy valve unit 12 for processing the redundancy pressure PR. Starting from the redundancy pressure PR at the first axle channel connection 4, this can be used to control a redundant brake pressure PBR, which replaces the first brake pressure PB1 in the event of a fault.
  • the electropneumatic pilot control unit 8 provides both a first control pressure P1 and a second control pressure P2.
  • the inlet-outlet valve unit 10 in this first embodiment includes a first pneumatically switchable 2/2-way inlet valve 14 and a first pneumatically switchable 2/2-way outlet valve 16.
  • the 2/2-way inlet valve 14 has a first inlet valve port 14.1, which is connected to the supply port 2.
  • a first supply pressure line 30 runs from the supply port 2 in this exemplary embodiment, from which a second supply pressure line 31 branches off, from which in turn a third supply pressure line 32 branches off, which is then connected to the first inlet valve port 14.1.
  • the second inlet valve connection 14.2 is connected to the first axle channel connection 4, in this exemplary embodiment by means of a first brake pressure line 33.
  • the 2/2-way inlet valve 14 can be switched pneumatically and is pressureless in a first closed switch position, which is in 1 is shown. As soon as the first control pressure P1, which is present at the first inlet valve control connection 14.3, exceeds a certain threshold value, the first 2/2-way inlet valve 14 switches to the second one 1 Switching position, not shown, in which the first inlet valve connection 14.1 is in pressure-conducting communication with the second inlet valve connection 14.2 and the reservoir pressure PV is direct and unreinforced is modulated into the first brake pressure line 33 and is modulated as the first brake pressure PB1 at the first axle channel connection 4 .
  • the inlet/outlet valve unit 10 has the first 2/2-way outlet valve 16 .
  • the first 2/2-way outlet valve 16 has a first outlet valve port 16.1 and a second outlet valve port 16.2, and a first outlet valve control port 16.3.
  • the second outlet valve connection 16.2 is connected to the first axle channel connection 4. More precisely, the second outlet valve connection 16.2 is connected to a first outlet line 17, which in turn branches off from the first brake pressure line 33, so that when the first 2/2-way outlet valve 16 is open, the first brake pressure line 33 and thus the first axle channel connection 4 can be connected to a vent 5 are.
  • the first outlet valve connection 16.1 is in this exemplary embodiment ( 1 ) connected to the redundancy valve unit 12 and via this to the vent 5.
  • the exact circuit will be described further below.
  • the first 2/2-way outlet valve 16 is pressureless in an open first in 1 switch position shown. As soon as the second control pressure P2 output at the first outlet valve control connection 16.3 exceeds a specific threshold value, the first 2/2-way outlet valve 16 switches to the second in 1 switch position, not shown, in which the first outlet valve connection 16.1 and the second outlet valve connection 16.2 are separated.
  • the pilot control unit 8 has a first pilot control inlet valve 34 and a first pilot control outlet valve 36 .
  • Both the first pilot inlet valve 34 and the first pilot outlet valve 36 are designed as electrically switchable 3/2-way valves. Accordingly, the first pilot inlet valve 34 has a first pilot inlet valve port 34.1, a second pilot inlet valve port 34.2 and a third pilot inlet valve port 34.3.
  • the first pilot inlet valve port 34.1 is connected to the supply port 2, more precisely to a fourth port Supply pressure line 35, which branches off from the second supply pressure line 31.
  • the second pilot inlet valve connection 34.2 is connected to a first control line 37, in which the first control pressure P1 can be controlled and which in turn is connected to the first inlet valve control connection 14.3.
  • the third pilot inlet valve port 34.3 is connected to a vent 5, more precisely to a third vent line 38, which in turn is connected to a fourth vent line 39, which in turn opens into a fifth vent line 40.
  • the fifth vent line 40 then goes to a common vent 5 for the entire electropneumatic brake control module 1.
  • the first pilot inlet valve 34 can be switched electrically and receives a first switching signal S1.
  • the first switching signal S1 is output by an electronic control unit ECU, which controls the entire electropneumatic brake control module 1.
  • the electronic control unit ECU receives the braking request signal SB via an electrical connection 41 and determines the first switching signal S1 based on this.
  • the electrical connection 41 can be designed as a CAN bus connection, for example.
  • the first pilot inlet valve port is connected to the second pilot inlet valve port, so that the reservoir pressure PV is controlled at the second pilot inlet valve port 34.2. This is then provided as the first control pressure P1 at the first inlet valve control port 14.3, so that the first 2/2-way inlet valve 14 moves into the second in 1 switch position not shown switches.
  • the first pilot outlet valve 36 has a first pilot outlet valve connection 36.1, a second pilot outlet valve connection 36.2 and a third pilot outlet valve connection 36.3.
  • the first pilot outlet valve connection 36.1 is connected to the supply connection 2. More precisely, the first pilot outlet valve connection 36.1 is connected to the second supply pressure line 31. Consequently, the reservoir pressure PV is present at the first pilot control outlet valve connection 36.1.
  • the second pilot outlet valve connection 36.2 is connected to a second control line 42, which in turn is connected to the first outlet valve control connection 16.3.
  • the third pilot outlet valve port 36.3 is connected to the vent 5, in this exemplary embodiment via the fourth vent line 39.
  • the first pilot outlet valve 36 can be switched electrically and receives a second switching signal S2 from the electronic control unit ECU.
  • the second pilot outlet valve port 36.2 is connected to the third pilot outlet valve port 36.3, so that the second control line 42 is vented.
  • the first 2/2-way outlet valve 16 is consequently in FIG 1 shown first switching position.
  • the first pilot outlet valve port 36.1 is connected to the second pilot outlet valve port 36.2, so that the second control pressure P2 in the second control line 42 is modulated.
  • the first 2/2-way outlet valve 16 switches to the second 1 switch position, not shown, in which the first 2/2-way outlet valve 16 is closed.
  • the brake request signal SB is not being received or is not being received correctly, for example because a central module is not working or the power supply to the vehicle has failed, both the first pilot control inlet valve 34 and the first pilot exhaust valve 36 in the currentless first in 1 switch position shown. Actuation of the first 2/2-way inlet valve 14 and the first 2/2-way outlet valve 16 is then no longer possible.
  • the electropneumatic brake control module 1 has the redundant pressure connection 6 via which the redundant pressure PR is received.
  • a redundant brake pressure PBR can be controlled at the first axle channel connection 4 via the redundancy valve unit 12 , specifically via the first outlet line 17 , which normally serves to vent the first axle channel connection 4 .
  • the open first 2/2-way outlet valve 16 is used to modulate the redundant brake pressure PBR at the first axle channel connection 4 .
  • the redundancy valve unit 12 ( 1 ) a redundancy valve 18, which is used to shut off the redundancy pressure PR in the normal case.
  • the redundancy valve 18 is designed as an electrically switchable 3/2-way valve and has a first redundancy valve connection 18.1, a second redundancy valve connection 18.2 and a third redundancy valve connection 18.3.
  • the first redundancy valve port 18.1 is connected to the redundancy pressure port 6.
  • the second redundancy valve connection 18.2 is connected via a redundancy pressure control line 43.
  • the third redundancy valve port 18.3 is connected to one or the vent 5, in this case via the fifth vent line 40.
  • the first redundancy valve port 18.1 is connected to the second redundancy valve port 18.2.
  • the third redundancy valve port 18.3 is connected to the second redundancy valve port 18.2.
  • the redundancy switching signal SR can be provided and the redundancy valve 18 in the second in Fig.1 switch position not shown are switched.
  • the redundancy pressure PR is locked out and the redundancy pressure control line 43 is vented.
  • the redundancy pressure PR is controlled in the redundancy pressure control line 43.
  • the redundancy valve unit 12 in this exemplary embodiment ( 1 ) a relay valve 22 on.
  • the relay valve 22 can be dimensioned to be small and inexpensive, since it is only used for redundancy and therefore does not have to be designed for continuous operation.
  • the relay valve 22 has a relay valve supply port 22.1, a relay valve vent port 22.2, a relay valve working port 22.3 and a relay valve control port 22.4.
  • the redundancy pressure control line 43 is connected to the relay valve control port 22.4, so that the redundancy pressure PR that is modulated in the event of a fault is modulated at the relay valve control port 22.4.
  • the relay valve supply port 22.1 is connected to the supply port 2, so that the supply pressure PV is applied to it.
  • the relay valve vent port 22.2 is connected to a vent or vent 5.
  • the relay valve working port 22.3 is in this embodiment ( 1 ) connected to the first outlet valve port 16.1. This is implemented via a sixth ventilation line 44 .
  • the redundancy pressure PR is locked out by the redundancy switching signal SR being provided.
  • the relay valve control port 22.4 is vented and the relay valve 22 is in a vented position in which the relay valve working port 22.3 is also vented. This means that the first outlet line 17 can be vented via the relay valve 22 when the first 2/2-way outlet valve 16 is open. In this vented switching position, the relay valve 22 is in normal driving operation.
  • the redundancy valve 18 is only switched off when an error occurs, so that the redundancy pressure PR at the relay valve control connection 22.4 is then controlled.
  • the first 2/2-way outlet valve 16 is also in the open switch position, as described above.
  • the relay valve 22 amplifies the redundancy pressure PR received at the relay valve control port 22.4 and controls a corresponding redundant brake pressure PBR into the sixth vent line 44, via which the redundant brake pressure PBR then passes via the first 2/2-way outlet valve 16 and the first outlet line 17 is provided at the first axle channel connection 4 .
  • a second in 2 shown embodiment is the essential difference to the first embodiment ( 1 ) in that the electropneumatic brake control module 1 has a second axle channel connection 24 .
  • the second axle channel connection 24 can be provided for a rear axle, for example.
  • the first axle channel connection 4 and the second axle channel connection 24 can also be used for left and right wheels of a single axle.
  • both the pilot control unit 8 and the inlet/outlet valve unit 10 differ from the first exemplary embodiment.
  • the redundancy valve unit 12 is identical to the first exemplary embodiment ( 1 ) formed, and in this respect reference is made in full to the above description.
  • the inlet/outlet valve unit 10 has a second pneumatically switchable 2/2-way inlet valve 26 for the second axle channel connection 24 and a second pneumatically switchable 2/ 2-way outlet valve 28 for the second axis channel connection 24.
  • the second axle channel connection 24 can be pressurized via the second 2/2-way inlet valve 26, and the second axle channel connection 24 can be vented via the second 2/2-way outlet valve.
  • This circuit is basically already from the first axle channel connection 4 according to 1 known.
  • the pilot control unit 8 has a second pilot control inlet valve 46 and a second pilot control outlet valve 48. Like the first pilot inlet valve 34 and the first pilot outlet valve 36, the second pilot inlet valve 46 and the second pilot outlet valve 48 can also be switched electrically 3/2-way valves designed.
  • the second pilot inlet valve 46 has a fourth pilot inlet valve port 46.1, a fifth pilot inlet valve port 46.2 and a sixth pilot inlet valve port 46.3.
  • the fourth pilot inlet valve port 46.1 is connected to the supply port 2, so that the supply pressure PV is controlled at this port.
  • the fourth pilot inlet valve connection 46.1 is connected to a fifth supply pressure line 47, which in turn branches off from the second supply pressure line in this exemplary embodiment.
  • the fifth pilot inlet valve connection 46.2 is connected to a third control line 49, which in turn is connected to a second inlet valve control connection 26.3 of the second pneumatically switchable 2/2-way inlet valve 26 in order to control the third control pressure P3 thereon.
  • the sixth pilot inlet valve port 46.3 is connected to a vent 5, in this case via a seventh vent line 50 and the fifth vent line 40.
  • the second pilot outlet valve 48 has a fourth pilot outlet valve connection 48.1, a fifth pilot outlet valve connection 48.2 and a sixth pilot outlet valve connection 48.3.
  • the fourth pilot outlet valve connection 48.1 is connected to the reservoir connection 2, in this exemplary embodiment to the second reservoir pressure line 31, so that the reservoir pressure PV is present at the fourth pilot outlet valve connection 48.1.
  • the fifth pilot outlet valve connection 48.2 is connected to a fourth control line 51, which in turn is connected to a second outlet valve control connection 28.3 of the second 2/2-way outlet valve 28 in order to provide the fourth control pressure P4 at this.
  • the sixth pilot outlet valve connection 48.3 is connected to one or the vent, realized in this exemplary embodiment via the fourth vent line 39.
  • the first de-energized switching position shown is the sixth pilot outlet valve connection 48.3 connected to the fifth pilot outlet valve connection 48.2, so that the fourth vent line 51 and thus the second outlet valve control connection 28.3 are vented.
  • the second 2/2-way outlet valve 28 is in 2 shown first open switching position. In a second in 2 energized switching position is not shown the second pilot outlet valve is switched in such a way that the fourth pilot outlet valve connection 48.1 is connected to the fifth pilot outlet valve connection 48.2 and the fourth control pressure P4 is thus modulated. As a result, the second 2/2-way outlet valve 28 is switched so that it is in the closed in 2 switching position is not shown.
  • the redundant brake pressure PR is also modulated at the second axle channel connection 24 .
  • this is implemented via an outlet line, namely via the second outlet line 29, which is intended to vent the second axle channel connection 24 with the aid of the second 2/2-way outlet valve 28 .
  • the third outlet valve port 28.1 is connected to the redundancy valve unit 12 in the same way as already described above with reference to the first outlet valve port 16.1.
  • an eighth vent line 52 connects the third outlet valve connection 28.1 to the sixth vent line 44, so that in the eighth vent line 52 either ambient pressure P0 or the redundant brake pressure PBR can be controlled.
  • the third embodiment ( 3 ) largely corresponds to the second embodiment ( 2 ), but differs in the design of the redundancy valve unit 12. In the following, the differences are highlighted in particular, whereby for the similarities to the above description of the first and second embodiment ( 1 and 2 ) is referenced.
  • the redundancy valve unit 12 also has a shuttle valve 20 .
  • the shuttle valve 20 is connected between the relay valve 12 and the first 2/2-way outlet valve 16 or the second 2/2-way outlet valve 28 . That is, the first and second axis channel connection 4, 24 are in this third embodiment ( 3 ) vent via the shuttle valve 20, bypassing the relay valve 22; the relay valve 22 must in this embodiment ( 3 ) are not used to vent the first and second axle channel connections 4, 24.
  • the shuttle valve which is preferably designed as a so-called select-high valve 21, is provided with a first shuttle valve port 20.1, a second shuttle valve port 20.2 and a third shuttle valve port 20.3, with the third shuttle valve port 20.3 optionally being connected to the first shuttle valve port 20.1 or the second shuttle valve port 20.2 is connected.
  • the shuttle valve 20 In a rest position, the shuttle valve 20 is designed such that the third shuttle valve port 20.3 is connected to the second shuttle valve port 20.2. Only when a pressure, which preferably exceeds a specific threshold value, is output at the first shuttle valve port 20.1, is this passed on to the third shuttle valve port 20.3; the second shuttle valve port 20.2 is blocked in this case.
  • the exemplary embodiment shown is connected to the third shuttle valve connection 20.3 with the sixth vent line 44, from which the eighth vent line 52 also branches off.
  • the second shuttle valve port 20.2 is in turn connected to a ninth vent line 53, which in turn is connected to the vent 5 may be directly or indirectly connected; first opens into the fifth vent line 40 in this exemplary embodiment. This means that in the idle state the sixth vent line is permanently connected to the vent 5 via the shuttle valve 20 so that direct venting can take place.
  • the first shuttle valve connection 20.1 is in turn connected to the relay valve working connection 22.3, so that in the case of redundancy the redundant brake pressure PBR controlled by the relay valve 22 is present at this connection.
  • this redundant brake pressure PBR is then transferred via the first shuttle valve port 20.1 to the third shuttle valve port 20.3 and is modulated from there into the sixth vent line 44 and the eighth vent line 52.
  • the redundant brake pressure PBR is then released via the first 2/2-way outlet valve 16, the second 2/2-way outlet valve 28 and the first outlet line 17 and the second outlet line 29 at the first and second axle channel connections 4, 24 provided.
  • the relay valve 22 can be designed even more simply, since it is not used for venting the first and second axle channel connections 4, 24 even in normal operation, but only in the event of a fault and only when the redundant brake pressure PBR is at the first and second Achskanaltagenen 4, 24 is to be controlled, is used.
  • Figure 12 now illustrates a fourth embodiment. Again, the differences are highlighted, with the previous three exemplary embodiments ( Figures 1 to 3 ) is referenced.
  • the fourth embodiment is basically similar to the third embodiment ( 3 ). Again, the difference lies in the redundancy valve unit 12. More specifically, the difference between the fourth embodiment ( 4 ) and the third embodiment ( 3 ) that no relay valve 22 is provided. Rather, the redundancy pressure control line 43 is connected directly to the first shuttle valve connection 20.1, without the interposition of the relay valve. That is, the redundancy pressure PR is not boosted is actuated at the shuttle valve 20.1 and accordingly forwarded without amplification to the third shuttle valve port 20.3 and is actuated unamplified as redundant brake pressure PBR into the sixth vent line 44 and, in this exemplary embodiment, also into the eighth vent line 52 branching off from it.
  • This circuit arrangement is preferred when the redundant pressure PR already has a sufficient volume to be forwarded directly to the wheel brakes or when the redundant brake pressure PBR, which in this case is then modulated at the first and second axle channel connections 4, 24, at another Module, for example on the wheel brakes themselves, is increased in volume.
  • the electropneumatic brake control module can be configured more simply and can do without a relay valve at all. It would also be conceivable to increase the volume of the redundancy pressure PR before it is fed to the redundancy pressure connection 6 .
  • Pressure sensors 54, 56 are also provided in all exemplary embodiments. These pressure sensors 54, 56 are optional and are used to detect the first brake pressure PB1, the second brake pressure PB2 and the redundant brake pressure PBR.
  • a first pressure sensor 54 is connected to the first brake pressure line 33 via a first pressure measuring line 55 in order to detect the first brake pressure PB1 or, in the event of a fault, the redundant brake pressure PBR.
  • the first pressure sensor 54 then provides a corresponding pressure signal SD1 to the electronic control unit ECU, which can process this further, for example for pressure control and can determine the first and second switching signals S1, S2 as a function of the first pressure signal SD1 provided.
  • the first pressure signal SD1 can also be provided via the electrical connection 41 on a central module or the like.
  • the electropneumatic brake control module 1 of the second, third and fourth exemplary embodiments has, in addition to the first pressure sensor 54, a second pressure sensor 56 which is connected via a second pressure measuring line 57 to a second brake pressure line 58 which connects the fourth inlet valve connection 26.2 to the second axle channel connection 24 connects.
  • the second pressure sensor 56 provides a corresponding second pressure signal SD2 to the electronic control unit ECU, which in turn can use this to determine the third and fourth switching signals S3, S4 and/or forward them to a central module.

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  • Physics & Mathematics (AREA)
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  • Automation & Control Theory (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)
  • Regulating Braking Force (AREA)

Claims (21)

  1. Module de commande de freinage électropneumatique (1) pour véhicules utilitaires (100), avec :
    un raccord de réserve (2) pour le raccordement d'une réserve d'air comprimé (3) ;
    un premier raccord de canal d'essieu (4) ;
    une unité de soupape d'entrée-de sortie (10) à commande pneumatique pour la modulation d'une première pression de freinage (PB1) sur le premier raccord de canal d'essieu (4) ;
    une unité pilote électropneumatique (8) pour la modulation d'au moins une première pression de commande (P1) sur l'unité de soupape d'entrée-de sortie (10),
    dans lequel le module de commande de freinage électropneumatique (1) a un raccord de pression de redondance (6) pour la réception d'une pression de redondance (PR) et une unité de soupape de redondance (12) reliée au raccord de pression de redondance (6) pour la modulation d'une pression de freinage redondante (PBR) sur le premier raccord de canal d'essieu (4) au cas où l'unité pilote électropneumatique (8) présenterait un défaut,
    caractérisé en ce que
    l'unité de soupape de redondance (12) présente une soupape de redondance (18), avec un premier raccord de soupape de redondance (18.1) relié au raccord de pression de redondance (6), un deuxième raccord de soupape de redondance (18.2) pouvant être relié au premier raccord de canal d'essieu (4) et un troisième raccord de soupape de redondance (18.3) relié à une aération (5).
  2. Module de commande de freinage électropneumatique (1) selon la revendication 1, dans lequel
    la première pression de freinage (PB1) peut être commandée par l'unité de soupape d'entrée-de sortie (10) de manière directe et non amplifiée à partir du raccord de réserve (2) sur le premier raccord de canal d'essieu (4).
  3. Module de commande de freinage électropneumatique (1) selon l'une quelconque des revendications précédentes, dans lequel l'unité de soupape de redondance (12) est reliée à l'unité de soupape d'entrée-de sortie (10), de telle sorte que la pression de freinage redondante (PBR) peut être modulée sur le premier raccord de canal d'essieu (4) en cas de panne de l'unité pilote (8) par l'intermédiaire d'une première conduite de sortie (17) pour l'aération du premier raccord de canal d'essieu (4).
  4. Module de commande de freinage électropneumatique (1) selon l'une quelconque des revendications précédentes, dans lequel l'unité de soupape d'entrée-de sortie (10) présente une première soupape d'entrée à 2/2 voies à commutation pneumatique (14) et une première soupape de sortie à 2/2 voies à commutation pneumatique (16), dans lequel la première soupape d'entrée à 2/2 voies à commutation pneumatique (14) reçoit de l'unité pilote (8) la première pression de commande (P1) et la première soupape de sortie à 2/2 voies à commutation pneumatique (16) une deuxième pression de commande (P2).
  5. Module de commande de freinage électropneumatique (1) selon la revendication 4, dans lequel :
    la première soupape d'entrée à 2/2 voies à commutation pneumatique (14) présente un premier raccord de soupape d'entrée (14.1) relié au raccord de réserve (2), un deuxième raccord de soupape d'entrée (14.2) relié au premier raccord de canal d'essieu (4) et un premier raccord de commande de soupape d'entrée (14.3) pour la réception de la première pression de commande (P1) ; et
    la première soupape de sortie à 2/2 voies à commutation pneumatique (16) présente un premier raccord de soupape de sortie (16.1) relié ou pouvant être relié à une aération (5), un deuxième raccord de soupape de sortie (16.2) relié au premier raccord de canal d'essieu (4) et un premier raccord de commande de soupape de sortie (16.3) pour la réception de la deuxième pression de commande (P2).
  6. Module de commande de freinage électropneumatique (1) selon la revendication 2, dans lequel l'unité de soupape de redondance (12) présente une soupape navette (20), et la pression de freinage redondante (PBR) peut être injectée dans la première conduite de sortie (17) par l'intermédiaire de la soupape navette (20).
  7. Module de commande de freinage électropneumatique (1) selon la revendication 2, dans lequel l'unité de soupape de redondance (12) présente une soupape relais (22) pour amplifier le volume de la pression de redondance (PR).
  8. Module de commande de freinage électropneumatique (1) selon la revendication 7, dans lequel la soupape relais (22) présente un raccord de réserve de soupape relais (22.1) relié au raccord de réserve (2), un raccord d'aération de soupape relais (22.2) relié à une aération (5), un raccord de travail de soupape relais (22.3) pour la modulation de la pression de freinage redondante (PBR) dans la première conduite de sortie (17), et un raccord de commande de soupape relais (22.4) relié ou pouvant être relié au raccord de pression de redondance (6).
  9. Module de commande de freinage électropneumatique (1) selon la revendication 5 et 8, dans lequel le raccord de travail de soupape relais (22.3) est relié au premier raccord de soupape de sortie (16.1).
  10. Module de commande de freinage électropneumatique (1) selon la revendication 1 et 8, dans lequel le raccord de commande de soupape relais (22.4) est relié au deuxième raccord de soupape de redondance (18.2).
  11. Module de commande de freinage électropneumatique (1) selon la revendication 6, dans lequel la soupape navette (20) présente un premier raccord de soupape navette (20.1) relié ou pouvant être relié au raccord de pression de redondance (6), un deuxième raccord de soupape navette (20.2) relié à une aération (5) et un troisième raccord de soupape navette (20.3) relié ou pouvant être relié à la première conduite de sortie (17) et alternativement relie le troisième raccord de soupape navette (20.3) à soit le premier raccord de soupape navette (20.1) soit le deuxième raccord de soupape navette (20.2).
  12. Module de commande de freinage électropneumatique (1) selon la revendication 1 et 11, dans lequel le premier raccord de soupape navette (20.1) est relié au deuxième raccord de soupape de redondance (18.2).
  13. Module de commande de freinage électropneumatique (1) selon la revendication 8 et 11, dans lequel le premier raccord de soupape navette (20.1) est relié au raccord de travail de soupape relais (22.3).
  14. Module de commande de freinage électropneumatique (1) selon l'une quelconque des revendications précédentes, présentant en outre :
    un deuxième raccord de canal d'essieu (24) ;
    dans lequel l'unité de soupape d'entrée-de sortie (10) est réalisée pour moduler une deuxième pression de freinage (PB2) sur le deuxième raccord de canal d'essieu (24) ;
    dans lequel l'unité pilote électropneumatique (8) est réalisée au moins une troisième pression de commande (P3) sur l'unité de soupape d'entrée-de sortie (10),
    et dans lequel l'unité de soupape de redondance (12) est réalisée pour moduler la pression de freinage redondante (PBR) sur le deuxième raccord de canal d'essieu (24) au cas où l'unité pilote électropneumatique (8) présenterait un défaut.
  15. Module de commande de freinage électropneumatique (1) selon la revendication 14, dans lequel l'unité de soupape de redondance (12) est reliée à l'unité de soupape d'entrée-de sortie (10), de telle sorte que la pression de freinage redondante (PBR) peut être modulée sur le deuxième raccord de canal d'essieu (24) en cas de panne de l'unité pilote (8) par l'intermédiaire d'une deuxième conduite de sortie (29) pour l'aération du deuxième raccord de canal d'essieu (24).
  16. Module de commande de freinage électropneumatique (1) selon la revendication 14 ou 15, dans lequel l'unité de soupape d'entrée-de sortie (10) présente une deuxième soupape d'entrée à 2/2 voies à commutation pneumatique (26) et une deuxième soupape de sortie à 2/2 voies à commutation pneumatique (28) pour le deuxième raccord de canal d'essieu (24), dans lequel la deuxième soupape d'entrée à 2/2 voies à commutation pneumatique (26) reçoit de l'unité pilote (8) la troisième pression de commande (P3) et la deuxième soupape de sortie à 2/2 voies à commutation pneumatique (28) une quatrième pression de commande (P4).
  17. Module de commande de freinage électropneumatique (1) selon l'une quelconque des revendications 14 à 16, dans lequel :
    la deuxième soupape d'entrée à 2/2 voies à commutation pneumatique (26) présente un troisième raccord de soupape d'entrée (26.1) relié au raccord de réserve (2), un quatrième raccord de soupape d'entrée (26.2) relié au deuxième raccord de canal d'essieu (24) et un deuxième raccord de commande de soupape d'entrée (26.3) pour la réception de la troisième pression de commande (P3) ; et
    la deuxième soupape de sortie à 2/2 voies à commutation pneumatique (28) présente un troisième raccord de soupape de sortie (28.1) relié ou pouvant être relié à une aération (3), un quatrième raccord de soupape de sortie (28.2) relié au deuxième raccord de canal d'essieu (24) et un deuxième raccord de commande de soupape de sortie (28.3) pour la réception de la quatrième pression de commande (P4).
  18. Module de commande de freinage électropneumatique (1) selon la revendication 6 et l'une quelconque des revendications 14 à 17, dans lequel le deuxième raccord de soupape de redondance (18.2) peut également être relié au deuxième raccord de canal d'essieu (24).
  19. Module de commande de freinage électropneumatique (1) selon la revendication 1 et l'une quelconque des revendications 14 à 18, dans lequel la pression de freinage redondante (PBR) peut être injectée dans la deuxième conduite de sortie (19) par l'intermédiaire de la soupape navette (20).
  20. Module de commande de freinage électropneumatique (1) selon la revendication 8 et l'une quelconque des revendications 14 à 19, dans lequel le raccord de travail de soupape relais (22.3) est réalisé pour la modulation de la pression de freinage redondante (PBR) dans la deuxième conduite de sortie (19).
  21. Module de commande de freinage électropneumatique (1) selon la revendication 9 et l'une quelconque des revendications 14 à 20, dans lequel le raccord de travail de soupape relais (22.3) est relié au troisième raccord de soupape de sortie (28.1).
EP19715844.7A 2018-04-05 2019-03-25 Module de contrôle électro-pneumatique de frein pourvue d'une ligne redondante d'alimentation en pression Active EP3774465B1 (fr)

Applications Claiming Priority (2)

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DE102018108091.3A DE102018108091A1 (de) 2018-04-05 2018-04-05 Elektropneumatisches Bremssteuermodul für Nutzfahrzeuge mit Redundanzdruckanschluss
PCT/EP2019/057359 WO2019192863A1 (fr) 2018-04-05 2019-03-25 Module de commande de freinage électro-pneumatique pour véhicules utilitaires comprenant un raccordement de pression redondante

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EP3774465B1 true EP3774465B1 (fr) 2022-07-06

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US (1) US11440521B2 (fr)
EP (1) EP3774465B1 (fr)
CN (1) CN111867901B (fr)
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WO (1) WO2019192863A1 (fr)

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DE102019118896A1 (de) * 2019-07-12 2021-01-14 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Parkbremseinrichtung
DE102019118895A1 (de) * 2019-07-12 2021-01-14 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Parkbremseinrichtung für ein Nutzfahrzeug
DE102019130762A1 (de) * 2019-11-14 2021-05-20 Wabco Europe Bvba Elektropneumatisches Steuermodul
DE102020106426A1 (de) 2020-03-10 2021-09-16 Wabco Europe Bvba Achsmodulator eines Kraftfahrzeugs
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CN111867901A (zh) 2020-10-30
DE102018108091A1 (de) 2019-10-10
US11440521B2 (en) 2022-09-13
WO2019192863A1 (fr) 2019-10-10
US20210070272A1 (en) 2021-03-11
CN111867901B (zh) 2022-08-09
EP3774465A1 (fr) 2021-02-17

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